Lloyd v



Dec. l, E927.

Lg Va, LEWIS RAILWAY TRAFFIC coxnolmue APPARATUS Filed June 28, 1926 Y 4@ d ,v5 Q Q, ww WEA INVENTOR Z Fuz-5.

Patented Dec. 13, 1927..

.i i arresti" ries.

LLOYD V. LEW'S, OF EDGEWOOD BOROUGH, PENNSYLVANA, ASSIGNOR TO THE UNON SW''ICH 6a SGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A'CORPORATON OF PENNSYLVANIA.

'RAILWAY-TRAFFIC-CONTROLLING arrnitariis.

Application filed June 28, 1926. Serial No. 118,954.

My invention relates to railway trafficA 22 is connected with pipe 11 and a reservoir controlling apparatus, and particularly to 6. Valve G controls the usual brake apply- 55 apparatus of the type comprising train caring mechanism on the train lby means ofa ried governing means controlled by energy pipe 33 which is normally supplied with a received from the trackway. More parlluid, usually air, under pressure and articularly my present invention relates to the ranged to apply the brakes when the prestrain carried portion of such apparatus. Vsure in such pipe is reduced. Pipe 33 is con- 6c VIn at least one form of traliic controlling nected, through valve J, with pipe 25 which apparatus Uof this type, the governing is blanked ,when valve stem 23 of valve G mechanism on the train requires the continuoccupies its upper position.

ous supply ofenergy from the trackway to When Winding 1 is energized, then, so prevent an automatic application of the that valve stem 2 occupies its upper or nor- 65 brakes. When this supply is interrupted mal position, fluid pressure from pipe 18 is the brakes are applied unless the engineman supplied to reservoir 6, and to chamber 21 of acknowledges this change by suitable action. valve G. The pressure iii chamber 21 raises One object of my invention is to provide appiston 22, blanking pipe 25 and connecting paiatus which will require the engineman to a reservoir 82 with atmosphere through T0 take such acknowledging action at regular port 24.

intervals of train travel to` prevent an api' l/Vhen winding 1 becomes de-energized 20 plicationof the brakes when such energy is however, so that stem 2 moves to its lower not supplied to the train. position, pipe 18 is blanked, and the pres- The present application is a coiitinuationsure in reservoir 6 and chamber is slowly 75 in-part of' my co-pending application Serial vented to atmosphere through pipe 19 and #25538, filed April 24, 1925 for railway an audible signal here shown as a whistle 83. trallic controlling apparatus, in so far as the The engineman is therefore warned of the subject matter common to the two is conchange of condition of' the train carried apparatus. so

cerned.

I will describe one form of train-carried After a time interval the pressure in governing' mechanism embodying my invenchamber 21 is so reduced that valve G retion, and will then point out the novel feaverses, causing piston 22 to move to its lower tures thereofl in claims. position, thereby connecting pipe 25 with the The accompanying drawing is a View, reservoir 82. As a result of this connection, a5 partly diagrammatic, illustrating one form the pressure in pipe 33 is reduced to cause of apparatus embodying my invention. an automatic application of the brakes.

35 Referring to the drawing, the reference An application of the brakes when valve character Edesignates a magnet valve com- G is operated can be prevented by proper pi-ising a stein 2 provided with an armature operation of the eiiginemans acknowledging 9o 84 and a winding 1. Then winding 1l is valve K. This acknowledging valve conenergized the stem 2 occupies its upper or trols a valve J comprising a chamber 30 connormal position and fluid pressure is ad' taining a pistonV 28 carrying a plunger 32 iiiitted from a. suitable source not shown in and biased to a lower position by spring 14. the drawing, through pipe 18 to pipeA 11. 'When handle 34 of valve K is in the posi- 95 When winding 1 is cle-energized, however, tion shown in the drawing, a reservoir 36 is the stem 2 drops to its lower position, blankcharged withI fluid pressure through pipe ing pipe 18, and connecting pipe 11 with 18a, from a suitable source not shown in the pipe 19. 1 The lower end of stem 2 projects drawing. When valve K is operated, pipe below the bottom of the winding 1 as illus- 18ZL is blanked, and reservoir 36 is connected 100 4trated at 5, for a purpose which will be eX- with chamber 3() of valve J by means of p ipe plained hereinafter. 31. Piston 28 therefore rises, causing Associated with magnet valve E is an applunger 32 to blank pipe 33. This in otion plication valve G comprising a chamber 21 of plunger 32 also opens a valve 27 which is containing a reciprocable piston 22 carrying normally held closed by a spring .13. When 105 a valve stem 23.` Chamber 21 under piston Valve 27 is open fluid pressure is supplied from a suitable source not shown in the drawing, through pipe 18h, to pipe 25. The wall ot chamber 80 is provided with a re stricted oriiice 50a so that after a time interval following operation oit valve K to lift piston 28, the pressure in reservoir 36 and chamber is so reduced by leakage through port ()a that piston 28 and plunger 32 return to their lower positions, again connecting pipe 33 with pipe 25, and closing valve 27. The parts are so proportioned that when valve K is operated, piston 28 remains in its upper position for a longer interval ot time than does piston 22V ot valve Gr after r valve E is reversed.

Valve E is controlled a train carried relay which, for convenience, l will call a main relay. This relay is controlled by means forming no part oit my present in vention, and is omitted trom the drawing for the sake of simplicity, in such manner that when tralic conditions in advance ol the train are sate relay A is energized, but when traffic conditions in advance of the train are dangerous, relay A is deenergized.

As shown in the drawing, relay A is ener gized. Current then flows from one terminal. B of a suitable source ot' energy not Ashown in the drawing, through wire 88, Afront contact 39 ot' relay A, wires 40 and 4l, winding l Of'val've E andV back to terminal C ol the same source. lllinding l is therei'ore energized and valve E is in its normal position. Fluid pressure is therefore supplied Vtrom pipe 18 to chamber 2l ot valve (l and reservoir 6 is charged with air pressure. Stem 23 of valve G is in its upper position so that pipe 25 is blanked, and reservoir 82 is connected with atmosphere. lVith relay A energized current also flows from terminal B through wire 38, front contact 39 oi relay A, wires and 43, indicator lamp l5 and wire 4-5 back to terminal C. The enginen'ian is informed, by the lighting ot the lamp l5, that he is proceeding under sate trallic conditions.

I will next assume that relay A. becomes cle-energized, as when the train enters dangerous territory. The opening ot the liront contact 39 ot the relay interrupts the circuit for lamp l5 and the closing o'' backv contact 39 completes a circuit for lamp 17 which may be traced 'from terminal B, through wire 38, bach contact 39 ot relay A, Wire etti, lamp 17 and wire 45 baclt to terminal C. Lamp 17 therefore becomes lighted to inform the engineman that he is proceeding under dangerous trallic conditions. The de-energization of relay A also 'de-energizes winding. l ot valve lll. This valve therefore reverses and lluid pressure in chamber 2l ot valve Gr and in reservoir 6 is slowly vented to atmosphere through the Whistle 83. The operation of the whistle calls the attention of the enginenian to the tact that he must acknowledge in order to prevent an automatic application of the brakes. Assuming that the engineman 'does not acknowledge, after the expiration of a time interval the stem 23 of valve G drops,

entire period during which the enginemanv can acknowledge.

It the engineman acknowledges' by operating valve K prior to the operation' ot valve Gr, piston 28 of valve J moves toits 4upper position blanking pipe 33 and openingvalve` 27 to connect pipe 18D with pipe 25; At the expiration of the time interval' required to empty reservoir 6, valve G reverses, but pipe 25 is now connected with pipe 18b so thatV the only result of the reversal of valve Gr is to charge reservoir 82 with 'fluid pressure. Subsequent to the reversal of Valve G, the reduction oi'.l pressure in reservoir 36 due to orilice 50 permits valve .l to return to its normal position thereby reconnecting pipe 33 with pipe 25 and blanlting pipe 18'. As a result ol' this connection between pipe 33 and pipe 25 the pressure in pipe is not reduced because pipe 25 and reservoir 82 have ln'eviously been charged with fluid pressure, and the brakes are not applied. The train is therefore permitted to proceed without interference.

It will therefore be seen that it the engineman acknowledges by operating valve li during the interval ottime that whistle 83 is operating, an auton'iatic application o1 the brakes is prevented.

I will now assume that relay A again liecomes energized, as by a change trom dangerous to sate trallie con ions. lVinding l then becomes energized over front contact 39 of relay A, lifting piston 22 of valve G and charging reservoir (l with lluid pressure. This operation of valve G again vents reservoir 82 to atmosphere so that the apparatus is placed in condition to cause an; automatic application ot' the brakes should relay A again, become (le-energizer. The energization of re'lay A also energize-s lamp l5 as eX plained hereinbeiore.

The train is also provided with an intermittent device designated in general bythe reference `character l) and comprising` a ratchet wheel rigidly secured to a sh lt 49 supported in suitable'bearings not illus-A trated in the drawing. An arm 52 is arranged to rock loosely on shalt 49 and is' connected by means oi a link with a reciprocating part of the train, as the locomotive valve gear. Pivoted to arm at point bearings not shown in the drawing.4

55'is a pawl having a tip 56 adapted to engage the teeth of ratchet wheel 50 and provided on its other end with an 'armature 57. Carried on arm 52 is also a magnet 58 ai ranged when energized to attract armature 57 downwardly, thereby swinging the tip 56 of the pawl 'free from the teeth in ratchet 56. It will he clear from the drawing that when the locomotive is in motion arm 52 will swing through its path once for each unit ot distance travelled and that it' magnet 58 de-energized this to and tro motion transmitted by pawl 54, will advance ratchet in a counter clockwise direction one tooth for each reciprocation of arm 52 and that rotation of ratchet wheel 5() will therefore measure the distance travelled by the train. It," however', magnet 58 is energized, tip 56 or' pawl 54 is swung tree of the teeth ot' ratchet wheel and the reciprocating motion of arm 52 is not effective to rotate the wheel. Rigidly secured to shaft 49 is a pinion 5l which meshes with a gear 59 supported by shaft 79, jouiiialled in suitSablc upported also onshatt 7 9 and iixed to gear 59 is a cam having a cam swell y. An arm 62 is pivoted at point 6l vand bears against cam 60. When cam swell Q/ engages arm 62I the right-hand end of this arm is moved upwardly to engage the tip ot stem2 ot valve E and moves this member to its upper position. At the same time contact 78-63-77 The reference character H designates a slow-releasing relay having a pick-up circuit lay H becomes energized. The stick circuit is then closed, which circuit is from termi-v nal B, through front contact 64 ot relay H, wires 65 and 72, `front contact 73 of relay H, wires 74 and 70, winding of relay H, and wire 7l to terminal C. Relay H thereafter remains in its energized condition as lon as relay A remains energized.

When relay H is energized and lever 62 is in its lower position a vcircuit is closed from terminal B, through front contact 64 of relay A, wires 65 and 72, front contact 73 of relay H, wires 74 and 69, contact 77-63-78, wire 75, magnet 58, and wire 76, to terminal C. When this circuit is closed magnet 58 is energized and pawl 54 is swung out ot engagement with the teeth of ratchet wheel 50 so that oscillation of arm 52 has no eect upon the ratchet wheel.

When the train is proceeding under safe tratic conditions, relay A is energized. Re

lay H is then held in its energized condition by its stick circuit, and magnet 58 is energized. Pawl 54 is therefore swung out ot engagement with the teeth of ratchet wheel 50. Cam 60 is, undeiI these conditions, in such position that cam swell g/ is in the position shown in solid lines in the drawing. It now, relay A becomes fle-energized, as by the entrance ott' the train into dangerous territory, the consequent cle-energization ot magnet E reverses valve Gr alter a time in terval and applies the brakes as hereinbetore described unless the engineman acknowledges. The opening of front contact 64 of relay A also opens the stick circuit ior relay H, which relay becomes (le-energized. The opening of front contact 73 of relay H in turn cle-energizes magnet 58, thereby allowing the tip 56 of pawl 54 to drop downand engage ratchet wheel 50. The reciprocation of aiin 52 then advances ratclietwheel 56 and cam 60, moving cam swell y in a clockwise direction. After the train :has travelled a predetermined distance, cam swell y is moved into a position in which it engages lever 62, swinging this lever upward. Lever 62 then engages the tip 5 of stein 2 of valve E and moves this member upwardly to charge reservoir 6 from pipe 18 and to restore valve G to its normal position. When the motion ot cani 60 has moved the swell y past lever 62 the lever again drops, allowing stem 2 to again assume its lower position and the engineman is again required to acknowledge to prevent an automatic brake application.

lt should be noted that when the train proceeds under dangerous traliic conditions lamp 17 is continuously lighted, but each time'stem 2 of valve E is raised reservoir 6 is charged with fluid pressure. When the stem 2 has returned to its lower position, the tluid pressure in the reservoir operates whistle 83 for a. time interval during which the engineman must acknowledge to prevent an automatic application ot' the brakes.

It proper acknowledgment is made, the train may proceed, but Acain 60 is continuously rotated and after the train has traversed a predetermined distance, cam swell v/ again engages lever 62 to operate valve E, and the engineman is again required to acknowledge to prevent a brake application. It is plain that by properly proportioniiig the various parts, acknowledgment may be required by operation of the device D at any desirable intervals of train travel.

The operation ot latcliing up the intermittent device D is as follows:

I will assume that relay A is de-energized and the intermittent device is operating with the cam swell y in seine position of its path such as indicated by the dotted line at m. If, now, relay A- becomes energized as by a change in traihc conditions from dangerous to sale, the magnet l of valve E will become energized and the parte controlled by this valve will be restored to their normal condition as described hcreinbc'lore. The closing of i'ront conta-ct (Sil does not cong-iplete the pickup circuit for relay II however, this circuit being open at contact 66-63--67' The intermittentdevice D therefore continues to operate until cam swell y moves lever 62 upward. Relay H then becomes energized. li'hen cani swell g/ moves past lever 62 vthe .lever drops down, opening the pickup circuit for relay H andV closing the stick circuit at contact TS-63M?? '.Ihe closing of contact 'f8-63M?? also completes the circuit for magnet 58 and sofpaWl 54 is disengaged from' the rachet Wheel 50. It vvillthus be plain that cam swell y remains in the Vposition shown' in solid lines in the drawvii'ig as long as relay A is energized.

From 'the' 'foregoing description it Will be obvious that the 'engineman is required to acknowledge to prevent a brake application when theftrain moves into a stretch oi track Where trallic conditions are unsafe from a stretch Where the conditions are safe, and furthermore, suoli acknowledgment is again required each time the ltrain has traversed a predetermined distance, the first of these distances being measured from the point at which relay A becomes cle-energized.

Although I have here-in shown and de scribed `only one form ot' train carried governi'ngl mechanism embodying my invention, it understood that various changes and modilications may be made therein within the scope of the appended claims Without departing from the spirit and scope ot' my invention.

Having thus described my invention, what I claim is:

l. In lcombination on a train, an automatic braking mechanism comprising a brakepipe eli'ective to apply the brakes when vented to atmosphere, a device controlled in accord ance With the distance traversed by the train, a valve normally connected with said pipe and periodically opened by said device under unsafe tralic conditions, and manually operable means for disconnecting said pipe lrom said valve.

In combination, on arailvvay train, automatic brake applying apparatus compris ing a valve arranged when opened to cause an application of the brakes, means for opening said valve for a time interval when the train enters unsafe territory, and means arranged to move in accordance.withV the disL tance travelled by the train `tor again opening` the valve ior atime interval after the train has subsequently travelled a predeterL mined distance, and manually operable means effective during said time intervals to prevent an automatic brake application.

3. In combinati-on, on a train, a levernor'- mally occupying lone positionbutarranged to be temporarily moved to a differentposi- 'tion each time the train .moves apre'deter# mined distance in unsafe territory, "a valve arranged to be closed undersafe traffic 'con'-l ditions and to apply Vthe brakes 'when opened,

manually operable means eifectiveto Vprevent such automatic application of. the brakes' when said valve is open, means for opening said valve tor a. ltime interval When the tra-inv enters dangerous territory and means for thereafter Varising said valve to be' opened position, means for subsequently closin" a stick circuit for said slow releasing. re ayk when said member moves out of such predetermined position, and means effective when. said lirst relay and said slow releasingrelays, are both energized for maintaining saidr member fixed in position irrespective of thedistancev travelled by the train.

In testimony whereof I affix my signature.

LLOYD V. LEWIS. 

